Automatic brake operator



Feb. 8, 1938. w. D. HARPER 2,107,984

AUTOMATI C BRAKE OPERATOR Filed March 28, 1936 8 Sheets-Sheet l Inventor By M ' a ,6 Attorneys Feb. 8, 1938. w ER v I 2,107,984

AUTOMATIC BRAKE OPERATOR Filad March 28, 1936 s Sheets-SheedZ g A ttbrn'eys mm Feb. 8,1938. w. D. HARPER AUTOMATIC. BRAKE OPERATOR Filed March 28, 1936 8 Sheets-sheaf 3 VI/l III! Inventor 1933- w. D. HARPER 2,107,934

AUTOMATIC BRAKE OPERATOR Filed March 28, 1936 8 Sheets-Sheet 4 r 45' ea By m g; A ltqr ney s Feb. 8, 1938. w. D. HARPER AUTOMATIC BRAKE OPERATOR Filed March 28, 1936 8 Sheets-Sheet 5 [rwenlor 8 Sheets-Sheet 6 Inventor H Tga Y Ifi arpar 4/ Feb. 8, 1938. w. D. HARPER AUTOMATIC BRAKE OPERATOR Filgd March 28, 1936 Feb. 8, 1938. w. D. HARPER AUTOMATIC BRAKE OPERATOR Filed March 28; 1936 8 Sheets-Sheet 7 MQ N3 lnvenfor and A florneys mam,

AUTOMAT IC BRAKE OPERATOR Filed March 28, 1936 s Sheets-Sheet a Inventor fijjar aer By i 1 A tigrneys Patented Feb. 8, 1938 UNITED STATES PATENT OFFEE Application March 28,

7 Claims.

This invention relates to new and useful improvements in vehicle brakes and more particularly to an automatic brake operator especially adapted for use on motor vehicles.

The principal object of the present invention is to provide an operator for vehicle brakes wherein operation takes place automatically in response to the usual personal emergency action of the driver.

Another important object of the invention is to provide an automatic braking system for motor vehicles wherein the system is caused to operate in proportion to the deceleration of the vehicle, by use of its moving parts to the end that the brakes will be applied by a gradual application of force and braking will not exceed a predetermined degree, i. e. skidding will be avoided.

Still another important object of the invention is to provide an automatic brake operator of the 20 character stated wherein the requirement for human initiative and presence of mind is entirely eliminated.

Other important objects and advantages of the invention will become apparent to the reader of the following specification.

In the drawings:

Figure 1 represents a top plan view of a vehicle motor showing the elements of the invention assosociated therewith.

30 Figure 2 is a side elevational view of the governor.

Figure 3 is an end elevational view of the governor.

Figure 4 is an end elevational view of the rotor of the governor.

Figure 5 is a longitudinal sectional view through the governor.

Figure c'represents longitudinal sectional views through the spring holder and guide for the governor rotor.

Figure 7 is a side elevational view of the rotor hub structure.

Figure 8 is a top plan View of the solenoid motor.

Figure 9 is a side elevational View of the structure shown in Figure 8.

Figure 10 is a front elevational view of the switch shown associated with the governor in Figure 1.

Figure 11 is a side elevational view of the switch shown in Figure 10.

Figure 12 is an elevational view of the contacts of the switch shown in Figure 10.

Figure 13 is a front elevational view of the 1936-, Serial No. '71,480

switch shown in Figure 10 with the contact and contactors removed.

Figure 14 is a section on line I ll4l of Figure .0.

Figure 15 is a section on line l5l5 of Figure 10.

Figure 16 is a diagram showing the switches of the system and the connections between the same.

Figure 1'7 is an inside elevational view of the contactor assembly of the switch shown in Figure 10.

Figure 18 is a diagrammatic View showing one contactor of the switch shown in Figure 10 in unbridged position.

Figure 19 is a front elevational View of the structure shown in Figure 18.

Figure 20 shows the contactor moved to bridged position.

Figure 21 is a front elevational view of the structure shown in Figure 20.

Figure 22 is a diagram showing the contactor in excessive deceleration position and unbridged.

Figure 23 is a front elevational View of the structure shown in Figure 22.

Figure 24 is a top plan View of the gear shift lever switch with the casing thereof in horizontal section.

Figure 25 is a vertical sectional view through the switch structure shown in Figure 24.

Figure 26 is a front elevational view of the a switch for the accelerator.

Figure 27 is a side elevational view of the switch shown in Figure 26.

Figure 28 is a side elevational view of the switch for the clutch.

Figure 29 is a side elevational view of the engine with associated elements of the present invention.

Figure 30 is a fragmentary sectional view on the line 3il3il of Figure 10.

Referring to the drawings wherein like numerals designate like parts, it can be seen in Figure 1, that numeral 5 generally refers to the usual motor of an automobile with numeral 6 representing the fan thereof and numeral 7 the fan belt pulley. Numeral 8 is the usual fan belt, and while the governor mechanism generally referred to by the numeral 9 can be associated with the drive shaft or some other constantly moving part of the motor, it has been discretionally shown in Figure 5 connected to and driven by the belt 8.

Referring briefly to the other parts of the mechanism, it can be seen that numeral I0 generally refers to the solenoid motor which is di rectly connected with the usual braking system of the automobile. The switch generally referred to by numeral H is connected with the usual clutch pedal i2 while the switch generally referred to by numeral I3 is connected to the usual accelerator button by the rods 54 and Mia.

A fourth switch is generally referred to by numeral and is situated adjacent the gear shift lever where it is maintained closed by the ear shift lever when the same is in high speed position.

Referring now to the governor assembly generally referred to by numeral 9 and shown in Figures 2 to 7 inclusive, it can be seen that numeral I6 is a base plate having the upstanding end walls l'll8. Upon the wall I! is a bearing structure 19 through which the shaft 20 is journallcd. The forward end of this shaft 2 is provided with the pulley wheel 2| over which the fan belt 8 is trained. The rear end of this shaft 2c is journalled in the bearing structure 22 situated upon the walls [8 and a screw 23 serves to stop the thrust of this shaft.

The intermediate portion of the shaft 26 is provided with threads 2 Forwardly of the threads 24, a collar 25 is secured to the shaft as at 26 and this collar 25 is provided with the peripheral flange 27 from the edge portion of which a pin 28 projects laterally and to which one end of the spiral strip spring 29 is secured. A bearing ring 30 provided with the radially disposed plate 3|, is also provided with the internal circumferentially disposed rib 32 opposed to the collar 25 for defining a pair of raceways for the ball bearings 33. A retaining ring 34 is threaded on one end of the collar 25 to retain this ball bearing assembly intact.

Numeral 35 is a cylinder which serves as a housing for the spring 29 and thus merges with the disk 3! and is provided with a pair of parallel longitudinally extending arms 3836 which serve as guides for the governor rotor 31. As is shown in Figure 5, a pin 38 extends inwardly from the disk 3i and to this the inner end of the spring 29 is secured.

The rotor 31 is cylindrical and provided with an axial bore 39 which receives the sleeve extension till which extends from the collar 4!. This sleeve ii! is provided with longitudinally extending rows of openings 42 in which balls 43 seat and these balls ride in the grooves between the threads 24. As is shown in Figure 5 and also clearly shown in Figure 4, the rotor 31 at diametrically opposite points on its periphery is provided with a pair of longitudinally extending grooves 44. The forward ends of these grooves 44 are bridged as at 45 and as is shown in Figure 5, the arms 35-36 are disposed in these grooves 54 and under the bridges 55. Thus the rotor and spring assembly are interconnected.

A disk 46 is provided on the forward end of the collar GI and is apertured to receive screws ll driven into the rotor 31.

A yoke 48 has the arm 42 of the switch generally referred to by numeral 56 pivotally connected thereto. The arm 49 is slotted as at 5| and a bolt 52 extends through the slot 5| and the bight portion of the yoke 48. The end portions of the legs of the yoke are provided with ,outturned feet 53 which pass in front of the bumper springs 54 supported by the wall l8. The legs of the yoke 48 also carry an annulus 55 which in cooperation with the disk 46 and the nut 56 defines a pair of raceways for the reception of the ball bearings 51. The switch generally referred to by numeral 50 consists of the block 58 of insulation. In this block 58 is two annular arrangements of slots 59. In these slots are the upper outside contact fingers 68-6! and the lower outside spring contact fingers S2 and 53. Furthermore, there are the upper inside spring contact fingers 64-65, and the lower inside spring contact fingers 66 and 61. Each of these contact fingers is provided with a portion 68 from which extends a binding post 69, the binding post serving to secure the finger in position and extending entirely through the block 53.

Dielectric plates ill extend over the free end portion of the spring contact fingers and each carries four adjusting screws H, one screw for each free end of the spring contact fingers.

At this point it should be understood that these spring contact fingers to 61 inclusive are adjusted in varying degrees to accommodate the bridge pieces l2, 73, Hi and i5, carried by the oscillatory member 15 which is of insulation.

The insulation block 53 is mounted in a suitable manner preferably by a bracket 11.

The oscillatory member 16 is secured to the shaft 18 from which the aforementioned arm 49 (see Figure 2) extends.

figures 18, 20 and 22 as well as Figures 19, 21 and 23 suggest how the upper bridge member 12 (for instance) acts with respect to the upper outside contact fingers 6ll-6I. As is shown in Figure 15, it will be observed that the bridge members actually extend into the grooves 59 only as far as their ball like ends ?9 permit and the screws 1 I maintain the spring fingers in such tensioned manner as to permit the bridge members '12 to cut in the circuit the field coils 80, 8!, 82 and 83 successively and to cut them out successively upon excessive advancement of rotor 31.

As is shown in Figure 16, numeral 84 represents the source of current which extends to the clutch switch II. The clutch switch H, the accelerator switch l3 and the gear shift switch [5 are connected in series with the pilot lamp 85 along with the solenoid I 0.

The solenoid motor generally referred to by numeral l0 consists of the base 85 provided with the upstanding walls 8i88. The field coils 80, 8!, 82, and 33 of the solenoid motor ID are generally denoted by reference character A in Figure 9 and the wound core by reference character B. An elongated rod extends rearwardly from the core B and through the bearing 88 on the wall 81. A strap '89 extends from the rear end of the rod and connects to the distant end of the rocker 90 as at 9|. This rocker 90 is carried by the shaft 92, laterally from which extends the arm 93 which has a plurality of longitudinally spaced openings .fi i therein through which securing means can be disposed for securing the connecting rod 95 thereto at its forward end. This connecting rod 95 connects to the usual brake pedal 96 or some other part of the brake mechanism.

The forward end of the core B has a guide rod 96 extending therefrom and through a bearing 91 on the wall 88. A clamp band 28 extending upwardly from the base 86 enccmpasses and retains the field coils A in place on the base 8'6.

The accelerator switch generally referred to by numeral l3 and shown in Figures 26 and 27 consists of the base 99 having the bearings Hill-I00 thereon and through these bearings IEO the shaft IN is journalled.

On the base 99 is the stationary contact I02 and above this is the spring contact finger I03 against which the screw Hi l on the arm I05 normally engages. This arm 505 projects laterally from the shaft Nil. An upstanding arm I86 on the shaft iili is connected by the aforementioned rod M to the usual accelerator button or some other part of the accelerator line, so that when the accelerator is released, the rod M will be pulled in such a manner as to swing the rod I05 downwardly and engage the contact finger 103 with the contact N92. The clutchswitch gener ally referred to by numeral l I and shown in Figure 28 consists of the base It? having bearing structures 38 thereon through which the shaft 589 is journalled. A pair of arms HHl extend laterally from the shaft its in, opposite directions and each carries a screw H2 disposed over a corresponding spring contact finger H3 which normally overlies in spaced relation a fixed contact 5M on the base Hill. A coiled compressible spring l I5 is interposed between each of these arms Nil-ll! and the base llll. An arm H8 extends upwardly from the shaft I09 and is connected by the connecting rod 1 I! to the usual clutch pedal I Hi. It can be seen that when the clutch pedal is in complete clutch engaged position, the contacts l I3-l M to the left in Figure 28 are engaged. When the clutch pedal is pushed all the way in that is when the clutch is disengaged, the contacts H3 H4 to the right in Figure 28 will be engaged. The clutch pedal will have freedom between these two extreme points where the driver can clutch the motor if he desires without affecting this brake operator mechanism.

Figures 24 and disclose the switch for the gear shift lever H8. This switch which is generally referred to by numeral !5 includes a base i I 9 upon which are the bearings 52 through which the shaft H2! is journalled. The shaft l2! has a dielectric block 422 thereon from which extends the switch blade 23 engageable between the contacts I24, when the shaft i2! is rocked by the lug I25 on the gear shift lever H8 pressing against the upstanding arm 12% on the shaft I2 I. This occurs when the gear shift lever H8 is moved to high speed position.

It can now be seen, that the object of the invention is to cause the brake mechanism of the vehicle to automatically operate when some emergency action of the driver occurs. For instance, with the motor of a vehicle which is denoted by numeral 5 operating at moderate speed, the governor member 3'! is somewhat to the right, that is about midway of the threaded portion 24 of the shaft 28 and in this position the bridge member 12 of the switch 58 is bridging the upper contacts 6ii6l as shown in Figure 20. Furthermore, because the clutch is engaged, the clutch pedal is maintaining the contacts l 13-! M to the left in Figure 28 engaged, and because the car is operating in high gear, the gear shift lever H8 is maintaining the switch !5 closed. However, because the accelerator is being operated, the switch is is open. As is shown in the diagrammatic view of Figure 16 all the switches are in series and the solenoid motor ill cannot operate until all of the same are closed. Consequently, in an emergency, the driver instinctively removes his foot from the accelerator and this automatically results in closing of the switch [3 and the establishment of a complete circuit throughout the entire system. The shaft 20 of the governor mechanism maintains the rotor 3'! toward the rear end of the shaft when the engine is operating due to the screw connection of the shaft with the rotor 3i. However, when the shaft 20 slows down in rotation, when acceleration of the engine ceases, the spring 28- of the governor will untension itself and simultaneously cause a forward feeding of the rotor 31 on the shaft 2, resulting in the operation of the switch 50. As the governor member 3? begins to move on the screw 24, the bridge members 112 to T5 are successively brought into bridging engagement with their corresponding contacts 68 to $1 inclusive so as to successively cut in the field windings 8, BI, 82 and 83 to gradually increase the strength of the solenoid motor it in direct proportion to the deceleration of the motor 5. The governor with switch 5 is so designed that the field windings 89, 8 l, 82, and 83, will be successively opened by a further advancement of rotor 37 should the braking effect of the mechanism become excessive. This opening of the field windings by switch 50 of the governor will decrease the power of the motor Hi so as to lessen the braking effect and consequently give a balanced system which will maintain a practically constant braking action once the maximum desired braking force has been obtained. Thus o-verbraking above a predetermined degree is entirely avoided. Kindly refer to Figures 18 through 23 for a detailed description of the action of switch 50. It will be noticed that Figures 18 and 19 illustrate one pair of contacts at an instant when braking has not reached a maximum. Figures 20 and 21 indicate the position of one pair of contacts at the instant of maximum braking action. From Figures 22 and 23 it will be seen: that further rotation of the contacts of switch 50 by additional advancement of rotor 31 (due of course to deceleration) will break the contact (bridgement) and open. one or more of the field windings to motor NJ, reducing the force on the brakes and thus preventing a maintenance of excessive braking force. This releasing action is highly important, as it is through this effect of the governor that the system is made independent of the condition or efficiency of the conventional braking mechanism of the vehicle.

While the foregoing specification sets forth the invention in specific terms, it is to be understood that numerous changes in the shape, size and materials may be resorted to without departing from the spirit or scope of the invention as claimed hereinafter.

Having thus described the invention, what is claimed as new is:

1. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said. switch and electric motor being connected electrically with said source of current, and an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position.

2. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said switch and electric motor being connected electrically with said source of current, an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position, and said electric motor being in the form of a solenoid 7 having a movable core for operating the said brake mechanism.

3. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said switch and electric motor being connected electrically with said source of current, an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position, said electric motor being in the form of a solenoid having a movable core for operating the said brake mechanism, said solenoid being provided with a plurality of field coils adapted to be progressively cut in by the said motor operated switch.

4. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said switch and electric motor being connected electrically with said source of current, an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position, said governor being connected with the usual fan drive of the motor of the motor vehicle.

5. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said switch and electric motor being connected electrically with said source of current, an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position, and a gear shift lever operated switch interposed between the accelerator operated switch and the source of current and adapted to be maintained closed when the gear shift lever is in high gear position.

6. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said switch and electric motor being connected electrically with said source of current, an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position, and a gear shift lever operated switch interposed between the source of current and the electric motor, said gear shift lever operated switch being adapted to be maintained closed when the gear shift lever is in high gear position.

7. In combination with a motor of a motor vehicle, a brake mechanism, a governor operated by said motor, a switch controlled by the governor, an electric motor for operating said brake mechanism, a source of current, said switch and electric motor being connected electrically with said source of current, an accelerator operated switch between said source of current and the electric motor adapted to be closed when the accelerator is in inoperative position, and a clutch pedal operated switch interposed between the source of current and the said electric motor, said clutch pedal operated switch being adapted to be closed when said pedal is in either extreme position of its range of movement.

WALTER DIXON HARPER. 

